Carbureter.



No. 893,685. PATBNTEDIJULY 21 1908.

w. c. WILLARD.

CARBURETER.

APPLICATION FILED NOV. 19, 1906.

2 sums-SHEET- 1.

' "WITNESSES.

PATENTBD JULY 21, 1908.

W. o. WILLARD. GARBURETER.

APPLICATION FILED NOV-19,1906.

2 SHEETSSHEET 2.

I N VEN 1'!) 12.5

. Ham 6.

WALTER o. ILLARD, or CLEVELAND, omo,

' FOUNDRY COMPANY, or OLEVELAND, QHIO,

assroson TO m. rsnao menus AND .5 CORPORATION or on1o.-

dapnoan'ma.

No. season.

Specification of Letters Patent.

iatented July 21, mos.

Application area-a mo: 1a, 190a. Serial No. mes-1.

To an whom it may concern:

Be it known that I, WALTER C. WILLARD, a eitizenof the United States,resident of Cleveland, county of Cuyahoga, and State of.

Ohio, have invented a new and useful Improvement in Carburetors of whichthe folowing'is a specification, t e Iprinciple of the invention beinherein exp ained and the best mode in w ich I have contemplatedapprovements in carburetors,

prlying that principle so as to distinguish it om other inventions.

My invention, relating as indicated to im has regard more particularlyto improvements in carbureters f the free-opening type.

The object 'of suchmvention is to provide a carburetor of this typethatwill be auto- -mat-ically compensating.

As iswell known the method of speed control most generally em loyed inconnection with internal combustion motors, involves diminishing theforce of eachimpulse by admitting a smaller charge into the enginecylinder. in other words, the engine is simply 'throttlid This method ofcontrol obviously involves a'corresponding variation in the amount ofair passing through the carbu- V reter 1n thcqourse of forming acha'rge.Thus mitting air, operated )0 much as thh' suc tion effect at thehydro-carbon jet varies but of direct proportion to the amoun of theairthus passing through the carbur er, it will be evident hat in a freeopening carbureter, difliculty i apt to be we perienced in obtaininguniformly erf'ect mixtures. In the ordinary type 6 automatic carburetormany devices are employed to prevent the mixture varying in quality,chiefly consisting of anxiliary'valves for ad- Ey the suction effect ofthe piston, Aside fr smote or lisss complication is involved in thedetsuchfree-ope'nin carburetor automatic-' port; two-cycle engines.carburetor alone'seems structure of carbureters of this class, the additonal objection is-to be noted that their action is notfast enough foruse with threeto be adapted or this serviceand it has been in an attemptto rena-lly compensating t at theaforesaid improvements have been made.And I may state that I have. obtained desirable and highly satisfactoryresults in thistvpe of carbureter, by correlating,- in a fashion to becarbum the objection that The free-o ening movements of the meter withthose of the throttle valve; such correlation further embodying adisposition of the valves in question whereby, when the amount of airpassing through the carburetor is decreased, not only is the velocity,71.0, the amount of air passing through in a given time, maintained bycorresponding decrease of the air inlet but the current of air that isallowed to pass through is directed across the fuel nozzle .in such away as constantly to have its maximum vaporizing eil'cct.

finally, my carburetor involves certain details of construction with thefloat chamber Said invention then consists of means hereinafter fullydescribed and particularly set forth in the claims. I

-The annexed drawings and the following descri tion set forth in detailcertain means means constitutingbut one of various mechanical forms inwhich the principle of the invention may be used.

in said annexed drawings: Figure 1 is a plan view of az carhureterembodying 'my' several improvements; Fig. 2 is a front elevation of thesame; Fig. 3 is a vertical central longitudinal cross section of suchcarbureter; and Fig. 4 is a transverse cross section taken on a planeindicated by the line 4-4,Fig. 3.

The carbureter, ch sen for the sake of illustration in the sever ifigures of the drawings, comprises essential y an angular induction tubeA, preferably formed with a flaring, bell shaped mouth (1. Such angularinduction tube is surrounded on the bottom and laterally on three sidesby a float chamber B which has a bottom wall of substantion with suchfloat chamber B is had by induetion tube A by means of a fuel nozzle 01jet C of the usual t pe,that projects into the an.- gular portion 0 thetube to a point substantiall on a'level with that normally occupied by te fluid in float chamber B. Control of t ie flow of the fluid throughsuch nozzle C is effected by means of a needle valve c of familiar form.The inlet or feed valve 1) of the chamber is locatedin a rearwardly.projecting portiorrB of the latter, that is suitabl connected by meansof a feed. pipe B wit '1 the feed tank or other source of supply.

The type ofvalve controlling such feed is not that enhance theefficiency of the means already mentioned.

embo yingv the invention, such disclosed In addition to the foregoingimprovements, Y

I tially spherical conformation. Communica- 'shoe. shape, in order thatit may be con.ven-' icntly disposed in the part of the chambersurrounding the vertical portion. of the ang'ular induction tube, asWlll appear upon'inlent resilient member spection of Fig. 4. O )erativeconnection he'- twcen the float and feed valve 1) is had by means of alever b that is pivoted in.suitable bearings intermediate of the floatand feed valve. The rear end of-lever b is flattened and provided withan aperture ada ted to receive the. stem of the valve 1), sum valve beinrendered adjustable with respect to the liver end b means of nuts bfthreaded on the-stem. helical spring b or equiva-' surrounds the stem ofvalve 6 intcrmediately of such a ertured lever end and the lowermost ofnuts The strength of this spring is gaged so as to perinit ofits'comprcssion upon an increase in the buoyant action of the float onlever 11 upon the tilting .of the carbureter or other similar change ofposition thereof. The object of this construction is to prevent floodingof the fuel nozzle C by a disturbance of the fluid level in thelloatcl1amber such as would occur were the leer end not thus resilientlyheld and the float consequently made to displace more than its normalamount of fuel. lhe other end of lover I) is divided into two arms, sucharms being sufficiently attenu- \ated to give them a limited degree ofelasticity which is utilized in efl'ecting their engagement to thefloat. To this end the latter is provided on its upper face with twooppositely disposed eyes desi ned to receive the outwardly turned ends 0suchlever arms. Such eyes b are most conveniently provided b insertinsmall cotter pins in the oat as wil be rcadi y understood. The line uponwhich the pins I) lie is chosen so as to pass through the'center ofbuoyancy of the oat. It will be seen that in all of the floats variousmovements, accompanying changes of level of the hydro-carbon in' thechamber, its action on the lever b will be erfectl balanced;furthermore, there will e niuc less likelihood of the levers beingimproperly actuated by the float in case the carbureter as v a whole ismoved or rocked as is frequently opening of the tube.

the case in use on vehicles, motor boats and the I l I To-revert now tothe induction tube, it will be noted that a butterfly throttle valve Afor controlling the outlet opening of such tube is provided and asimilar valve A" for controlling the entrance of air" at the inlet Those two valves are passing through the tube.

-.is that 'o velocity of the air connected by a editable system oflevers'a,

sea-sea to produce a substantially perfect mixture.

positions 6% vThus assuming both valves to be in the wide open positionsindicated in dotted lines, it will be evident that the fuel nozzle orjet (F canbe re lated to rovide just thejright amount o .fuelforqnafiing a perfect mixture. If now, however, the engine is running ata reduced rate of speed, as in'starting or in a nearly closed positionof the throttle A valve A still' remaining wide open, the velocity ofthe air will 'of' course decrease. But the suction eflect of the air atthe jet, varying has been stated out of direct proportion to suchvelocity, decreases much more rapidly than does the volume of air Animperfect mixture, one poor in hydro-carbon, is a consequence followedby an ineffective explosion or even failure to secure any explosion atall. .With the sort of connection between the valves, however, just setforth it will be evident that, under the conditions stated,

the air inlet valve will have been automatically moved to a partiallyclosed position when the engine has been throttled. Thus, in spite ofthe reduced amount of air flowing through the tube its full suctionefl'ect is maintained. The relative lengths of the,

levers and link shown in Fig. 3 for attaining this purpose have beenchosen for use with one particular engine, viz., a three-port twocycleengine and that in connection with the employment of the latter inmarine work. For operation of a difl'erent type of motor and in adifferent situation, obviously the proportion of these parts mightrequire to be changed. Such. roportion of parts," however, is not intemed to be adjustable once it has been determined. In other words the onlyadjustment of the levers contemplatedas being possible in the completedcarbureterthe initial angular position of the valves with respect to'thelevers a and a", respectively. This is secured by adj ustably mountingthe levers on the spindles a of the valves in uestion, -set-screw videdfor t 1c purpose ofsecuring he levels to such spindles when once -'thevalves havebeen properly positioned see Figs. 1 and 2, where thelever-ends only mainder being broken away.

I have found that the pro ortioning of the assing t rongh"th e,tube, asabove explaine so that when the motor increases its s sad the suctioneflect' at the jet will nevert ieless bemaintained uniform,

does not sufl admitted through the ,air inlet.

eing equ al,'

a being pr'op a the r-..

ice to produce a perfect mixture unless the full-effect of such aircurrent on the et or nozzle be realized. For when the air is thusreduced quantity even though it V05 lociiy be n'iaintaincd, aninsuflicient quantity of hydrwcarbon fuel is apt to be taken up unlessthc air is made to pass over the jet in such a fashion as to take up, orvaporize, all the lrydro-cnrlmn led by. the latter. To

overcome this dilliculty, thcn, I further so through said tube along itsouter wall and hence across the fuel nozzle (3. As a result of thisdispositiol'i of the valves,I have found that the vaporizing ell'cct ofthe air is made to correspond strictly with its suction effect, so thatthe fuel does not lrip" but isall carried into the cylinder and thereused; and inasmuch as such suction effect is capable of regulation bymeans of the connection be tween the inlet valve A and the throttlevalve A", it will be evident that by these two means I controlabsolutely the making of the charge, whether the engine is running atfull speed or not or, inother words, whether a largeor small charge isbeing admitted into I kl 1% slight rearrangement of the parts )llStdescribed would be required to adapt my inf;

proved carburetor to a situation rcqulring a orizontal instead of avertical feed; or, for

-- that matter, the-tube may be made of re- Versible forinwhereby it maybe used indifferent-1y for horizontal or vertical feed according to theexigencies of the case.

By this method of control, While retaining all the advantages of thefree opening car bureter, I secure the automatic comp'cnsab ing featuresthat have heretoforecharacterized the auiiliary air-valve typeofcarburotor only. the oft-he free-opening c rbureter is' of course thefact that its ra iclity of o eration is limited only by that of t 0speed 0 the en'- -gine impulses, and hence it may be'ussd with perfectsatisfaction on the three ort twostroke cycle engine. Obviously, t 1ecarbu retcr is equally adaptable to the requirements of the slowerspeeds of the four-cycle engine, The structural ,features"that I haveset; forth in connection with certain elements in the float chamber, Ihave found contribute nr terially to the successful operationofthe c:bureter under the trying circumstances motor boats and,

attend ing its employment in on automobiles."

to a slightly less degree only For bythe particular location of. thefuel noz zle'with reference; to the fluid level in such' float chamber,b thelisha e and disposition of the float itse-l and by t a manner ofsuspension utilized in connecting the latter with the lever whereby itoperates the feed valve of the chamber, I maintain a practi- T he chiefof suchl'iadvantages in rooted across said fuel nozzle,

root singularly constant flow of fluid to a uniform height call in thefuel nozzle or jet. 'lhis, added to the regulation which I cllcci of thcnil current and its suction cllocton the nozzle, as l have. demonstratedby actual experiment with my free opening carburetor, results in a largeincrease. in the cylinder compression, power, and consequent elliciencyof the motor, as well as in an excellent control and easy slnrlirfiqualities.

'laving thus described my invent ion in dc tail, that which Iparticularly point out and distinctly claim, is:

1.- Ina carburetor, the combination of an air induction tube, afuelnozzle. projecting into said tube, but tcrlly valves for control lingthe inlet and outlet. openings of said tube, respectively,and levers anda link connecting said valves whereby they are rci' dcrcd o'per able inunison said valves beingdisposcd to direct in their partially closedpositions the current of air passing through said tube across said fuelnozzle.

2. In a carburetor, the combi'nathm of an air induction tube, a fuelnozzle projecting into said tube, butterfly air-in ct and throttlevalves, and levers and a linkcbz-inecting said valves whereby they arerendered operable in unison, said valves being disposed so as to inclinesimilarly with respect to the axis of said tul s when in their partiallyclosed positions whereby thecurrent of air passin through said tube isdirected across said fuel nozzle, substantially as described.

- 3. In a carburetor, combination of an angular air induction tube, a"fuel nozzle project-ing into the angular?portion of said tube andfromits outer wall, bgitterfly air-inlet and throttle valves, and levers anda link connecting said valves whereby they are rendered operable inunison, said valves being disposed so as to incline similarlywith'respect to the axis of said tfibe when in their partially closedpositions and to direct the current passing through said tube along itsouter wall.

4. In a carburetor, the combination of an air induction. tube, a fuelnozzle projecting Within said tube, butterfly air-inlet and throttlevalves, alcve'r adjustably mount-ed upon the spindle. of each of saidvalves, and a link connecting said lcvers,'said valves being disposed soas to-incline similarly with resp'ectto the axis of said tube when in.their partially closed positions whereby the cur-- rent of air passingas described.

5. In a carburetor, the combination of" an air-induction tube comprisingtWQPOItlOIlS related to each other, a fuel nozzle rojecting into theangular portion of;

said to e and from its outer wall, butterfly? air-inlet and throttlevalves, and levers and a} link'conneting said valves whereby they arethrough said tube is disubstantially"- I operable in unison, said valvesbeing disposed so as to incline toward such outer tube wall and in thedirection of the flow of air therethrough so as to direct the currentassing through said tube along sueh outer we 1 when said valves are intheir psrtielly closed positions 6. In a cerbu reter, the combination ofan air-1nd uetlon tube comprising two rectangularly related PORT/1011 s,a fuel nozzle pro ecting into the angular portion, of said tube and fromits outer wall, butterfly air-inlet and L throttle valves, a leveredjustably mounted upon the spindle of each of said valves, and a,

link connecting said levers, said valves being disposed so as to inclinetowards-such. outer tube wall and in the direction of the flow of airtherethrough whereby the current of air passing through said tube isdireetedaeross said fuel nozzle when said valves are, in theirpartially. losed. positions, substantially described. Signed by me, this5th day of November, 1906.

-WALTER vQ. WILLARD Attosted b D. T. Avins y Juol 1 ()BERLIN,

